EP2220314A2

EP2220314A2 - Lock with a device for immobilizing the rotor

Info

Publication number: EP2220314A2
Application number: EP08856107A
Authority: EP
Inventors: Alain Desarmenien; Frédéric MALTAVERNE
Original assignee: Valeo Securite Habitacle SAS
Current assignee: Minebea AccessSolutions France SAS
Priority date: 2007-12-06
Filing date: 2008-12-04
Publication date: 2010-08-25
Also published as: WO2009071618A2; FR2924734A1; WO2009071618A9; FR2924734B1

Abstract

The invention relates to a circuit for controlling a plurality of direct current motors (M1, M2) which are capable of being controlled independently of one another, comprising for each motor (M1, M2) an H-shaped bridge (1A, 1B) which is composed of a first branch (3) and a second branch (5) and which is intended for controlling the associated motor. According to the invention, said second branches (5) of the H-shaped bridges (1A, 1B) are embodied by two switches (7, 9) which form a common branch of all the H-shaped bridges and which are dimensioned to receive a current equivalent to the sum of the motor currents such that said motors (M1, M2) can be controlled simultaneously and independently by the application of control signals associated with the first branches (3).

Description

LOCK WITH ROTOR BLOCKING DEVICE

The invention relates to the control of electric motors, in particular DC motors. In motorized motor vehicle systems, such as trunk or seat motorization systems, the technical trend is towards the use of several small electric motors, allowing a small footprint, instead of a single large motor . In particular in motorized opening systems (tailgates or chests), it is preferable to use two tubular drive actuators having a space equivalent to that of conventional pneumatic assistance cylinders, each of the actuators being equipped with an engine electrical and being arranged for example in parallel pneumatic cylinders or instead thereof.

This increase in the number of engines generates the need to control these different engines safely and effectively. Generally, a motor requires a control of the direction and the speed of rotation.

This function is known in the art by an H bridge to reverse the polarity and vary the speed of the motors.

Conventionally, an H-bridge comprises four switches arranged in a substantially H-shaped form, the motor to be controlled being located in the middle of the four switches and controlled as a function of the on or off state of the switches.

To control several motors, it is planned to parallel several H-bridges. However, this configuration is expensive and cumbersome.

Reference may be made, for example, to the patent application US2007 / 0075657 which proposes a control of several motors using a multi-bridge in H comprising several H bridges in parallel and a control circuit by pulsations allowing a control different engines.

Indeed, this configuration leads to a large footprint due to the number of components required, which also leads to poor heat dissipation. It is also known to control several DC motors from

SUBSTITUTE SHEET (RULE 26) only one H-bridge. However, this configuration does not allow independent control of the different motors. Now some applications, such as, for example, the opening or closing of a trunk, require independent and simultaneous control of each engine to allow effective actuation of the trunk and to avoid a torsion movement on the trunk.

The invention therefore aims to overcome these disadvantages of the prior art by providing independent and simultaneous control of several engines in a simple and inexpensive way.

More precisely, the aim of the invention is to provide a control circuit for a plurality of DC motors able to be controlled independently of one another, comprising for each motor an H-bridge composed of a first branch and a second branch for controlling the associated motor characterized in that said second branches of the H-bridges are made by two switches forming a common branch of all the H-bridges and sized to receive a current equivalent to the sum of the motor currents so said motors can be driven simultaneously and independently by the application of control signals associated with the first branches.

The invention also relates to a control circuit of which all the H bridges are in the same housing. According to a preferred embodiment, each switch of the first branches of the H bridges is adapted to receive an associated PWM pulse width modulation signal.

In this case, the PWM signals are independent of each other.

Advantageously, the control circuit comprises an upper part comprising upper switches connected to a common power supply, and a lower part comprising lower switches connected to ground.

Preferably, the control circuit comprises means for measuring the control current of said motors.

The invention also relates to a device for controlling several engines in a motor vehicle comprising a control circuit according to the invention. The invention also relates to a motorized assistance system for an opening of a motor vehicle, the system comprising at least a first and a second drive actuators of the opening from a first position to a second position, for be mounted between the vehicle body and the opening, preferably on opposite sides of the opening, each actuator being equipped with an electric motor and a mechanism transforming the rotational movement of the electric motor into a movement allowing the displacement of the opening, comprising such a steering device.

The invention also relates to a system for assisting the actuation of elements of a motor vehicle seat, comprising seat elements that can be moved by means of an individual actuator which comprises a DC motor, and comprising a steering device as specified above.

Other features and advantages of the invention will appear more clearly on reading the following description of a preferred embodiment, given as a simple illustrative and nonlimiting example, and the appended drawings in which: FIG. a control circuit of two DC motors according to the invention; FIG. 2 is a timing diagram of the evolution of the switch control signals for controlling the motors in a first direction; Figure 3 is a timing chart of the evolution of the switch control signals for motor control in a second direction; Figure 4 is a timing diagram of the evolution of the switch control signals for a motor brake control; FIG. 5 illustrates a motorized assistance system for an opening of a motor vehicle comprising a control circuit according to the invention; FIG. 6 illustrates a motor vehicle seat equipped with a motorized assistance system for actuating a seat element comprising a control circuit according to the invention.

FIG. 1 illustrates a control circuit for two motors M1 and M2 with direct current that can be controlled independently of each other according to the invention.

The control circuit comprises for each motor Ml, M2 a bridge in H respectively IA, IB. Each bridge in H IA, IB is composed of a first branch 3 and a second branch 5, and is intended for driving the associated motor Ml, or M2. The second branches 5 of the H-bridges are made by two switches

7, 9 forming a branch 5 common to the two bridges H, IA, IB.

The reduction in the number of switches makes it possible to reduce the quantity of heat produced thus making it possible to use smaller heat dissipation radiators or to dispense with radiators by allocating a copper surface to each switch on the printed circuit to limit their size. temperature, which allows a smaller footprint.

The switches 7, 9 are sized to receive a current equivalent to the sum of the two motor currents so that the two motors Ml, M2 can be controlled simultaneously and independently by the application of control signals associated with the first branches. In addition, this dimensioning does not require doubling the size and price of these switches 7, 9 which allows for a simple system and reduced cost.

Indeed, the maximum value of the control signal for limiting the current to its maximum value in each motor Ml, M2 is known by the characteristics of the motor and is less than 100%.

The two motors Ml, M2 and the bridges H IA, IB associated are set up in the same housing 15.

Branch 3 of the H-bridge IA is formed by two switches HA, HB. Similarly, the branch 3 of the bridge in H IB is formed by two switches 13A, 13B. The first motor Ml is located between the switches HA, HB, and 7, 9 and the second motor M2 is located between the switches 7, 9, and 13A, 13B.

Each switch HA, HB, 13A and 13B is adapted to receive a PWM pulse width modulation associated signal so as to allow control of the direction and rotation speed of each motor. The control of the motors Ml, M2 associated with the PWM technology can be realized in opposition of phase which allows a reduction of the power dissipated by the switches and electromagnetic compatibility disturbances.

The circuit comprises an upper part connected to a common power supply and a lower part connected to ground. The upper portion includes the upper switches 11A, 7,13A connected together to the power supply, and the lower portion includes the lower switches 11B, 9,13B connected together to ground.

Measuring means 17, 19 of the control current of the two motors M1, M2 are put in place to control the balance of forces so as to avoid distortions in the object actuated by the motors M1, M2.

We will now describe the operation of the circuit according to the invention.

As illustrated by the timing diagrams of FIGS. 2 to 4, the PWM signals are superimposed and therefore independent from each other, and allow control of the direction and speed of rotation of the two motors M1, M2. Referring to the timing diagram of FIG. 2, the control of the two motors Ml,

M2 in a first direction is provided by the passage of the current in a first direction defined by the fact that the switches HA, 9, 13A are on and that the switches HB, 7, 13B are blocked.

Indeed, the switches HB, 7, 13B receive a "low" signal throughout the control in the first direction.

The period of a PWM signal is T, and during this period T, the switches HA, 9, 13A receive "high" or "low" alternating signals.

For proper operation of the circuit, in the control cycle in the first direction, the switch HA receives a "high" signal and the switch 13A receives a "low" signal at each beginning of period.

The duration of the "high" signal received by the switch HA is defined by the instant t2 from which it then receives a "low" signal up to the instant T. Similarly, the duration of the "low" signal received by the switch 13A is defined by the instant t1 from which it then receives a "high" signal up to the instant T. Referring now to the timing diagram of FIG. two motors Ml, M2 in a direction opposite to the first, the passage of the current takes place in a second direction defined by the fact that the switches HB, 7, 13B are on and the switches 1 IA, 9, 13A are blocked.

Indeed, it is the switches HA, 9, 13A which receive a "low" signal throughout the control in the second direction, while the switches HB, 7, 13B receive "high" or "low" alternative signals. .

For proper operation of the circuit, in a control cycle in the second direction, the switch HB receives a "high" signal and the switch 13B receives a "low" signal at each beginning of period. The duration of the "high" signal received by the switch HB is defined by the instant t3 from which it receives a "down" signal up to the instant T. Similarly, the duration of the "low" signal received by the The switch 13B is defined by the instant t4 from which it receives a "high" signal up to the instant T. Finally, the duration of the "high" signal received by the switch 7 is defined by the instant t5 from from which it receives a signal "down" until time T.

As shown in the timing diagram of Figure 4, braking is provided by a short circuit DC motors. Indeed, the switches HB, 9, 13B are on and receive a "high" signal throughout the cycle and the switches HA, 7, 13A are blocked and receive a "low" signal throughout the cycle. A latency time δt during which all switches receive a "low" signal precedes this operation. The short circuit can also be achieved by blocking the switches HB, 9, 13B, and bypassing the switches HA, 7, 13A.

According to a preferred embodiment, such a control circuit is set up in a control device of several electric motors present in a motor vehicle.

In Figure 5, there is shown a motor vehicle 21 comprising an opening 22 such as a tailgate. Of course, by opening of a motor vehicle, it also includes the trunk or the side doors of the vehicle.

This vehicle 21 is equipped with a motorized assistance system 23 of an opening of a motor vehicle comprising at least a first 23A and a second 23B actuating actuators of the opening 22 from a first position to a second position. For this purpose one end of each actuator 23A, 23B is connected to a first articulation 24 to the vehicle body 25 and the other end is connected to a second articulation 26 at the tailgate 22. The first 23A and second 23B actuators are equipped with two DC electric motors controlled by a control device comprising a control circuit as specified above.

According to another embodiment, such a control device can be implemented in a system for assisting the actuation of elements of a motor vehicle seat comprising a plurality of motors.

FIG. 6 illustrates a vehicle seat 30 which conventionally comprises a backrest 31, a headrest 33, a seat 35. This seat is equipped with a motorized assistance system with a first actuator 37 to allow the backrest to tilt. 31, a second actuator 39 for moving the headrest 33, a third actuator 41 for moving back and forth the seat cushion 35. Each actuator of a seat member comprises a current motor continuously to make the desired move. All DC motors are connected to the same housing 43 comprising the control device 45 as specified above, allowing the independent and simultaneous operation of all the seat elements. Such a system for assisting the actuation of elements of a seat comprising several engines can also be implemented for a motorized seat of any other means of transport.

It is understood that such a control device makes it possible to obtain control simultaneously and independently of the different engines. In addition, the reduction in the number of switches in the control circuit makes it possible to reduce the quantity of heat produced thus enabling the use of smaller heat dissipation radiators to limit their temperature, which allows a smaller space requirement, without having to need to resize the common switches by doubling their size or price, which allows for a simple and low cost system.

Claims

A driving circuit for a plurality of DC motors (Ml, M2) capable of being driven independently of each other, comprising for each motor (Ml, M2) an H bridge (IA, IB) consisting of a first branch (3) and a second branch (5) for controlling the associated motor (Ml, M2), characterized in that said second branches (5) of the H bridges (IA, IB) are made by two switches (7, 9) forming a common branch of all the H-bridges and dimensioned to receive a current equivalent to the sum of the driving currents so that said motors (M1, M2) can be driven simultaneously and independently by the application of signals control associated with the first branches (3).

2. Driver circuit according to claim 1, characterized in that all the H bridges (IA, IB) are in the same housing (15).

3. Driver circuit according to one of claims 1 and 2, characterized in that each switch (HA, HB, 13A, 13B) of the first branches (3) of the bridges H (IA, IB) is adapted to receive a PWM pulse width modulation associated signal.

Pilot circuit according to Claim 3, characterized in that the PWM signals are independent of one another.

5. Driver circuit according to any one of claims 1 to 4, characterized in that it comprises an upper part comprising upper switches (HA, 7, 13A) connected to a common power supply, and a lower part comprising lower switches (HB, 9, 13B) connected to ground.

6. Control circuit according to any one of claims 1 to 5, characterized in that it comprises measuring means (17, 19) of the control current of said motors (Ml, M2).

7. Device for controlling multiple engines in a motor vehicle characterized in that it comprises a control circuit according to any one of the preceding claims.

8. Motorized assistance system (23) of an opening (22) of a motor vehicle (21), the system comprising at least a first (23A) and a second (23B) drive actuators of the opening (22) from a first position to a second position, to be mounted between the vehicle body (25) and the sash (22), preferably on opposite sides of the sash (22), each actuator (23) A, 23B) being equipped with an electric motor and a mechanism transforming the rotational movement of the electric motor into a movement allowing the movement of the opening (22), characterized in that it comprises a control device according to claim 7.

9. System for assisting the actuation of elements of a motor vehicle seat (30), comprising seat elements (31, 33, 35) movable by means of an individual actuator which comprises an engine direct current device, characterized in that it comprises a control device (45) according to claim 7.